Electric bicycle with jackshaft assembly

ABSTRACT

An electrically powered vehicle includes a frame mounted motor connected to pedals and to a rear driven wheel through an intermediate jackshaft. The motor is connected to the jackshaft through a chain or belt. The pedals are connected to the jackshaft through a chain or belt and a jackshaft-pedal freewheel which allows the pedals to drive the jackshaft, but prevents the jackshaft from driving the pedal. The jackshaft is connected to the driven wheel through another chain or belt, and a second freewheel allows the jackshaft to drive the driven wheel but prevents the driven wheel from driving the jackshaft using the same chain or belt. Another chain or belt may additionally connect the driven wheel to the jackshaft through a third freewheel to recharge batteries during braking or while coasting downhill.

The present application is a Divisional of U.S. patent application Ser.No. 10/691,951 filed Oct. 23, 2003, which application is incorporated init's entirely herein by reference.

BACKGROUND OF THE INVENTION

The present invention relates in general to electric powered bicycles,and more particularly to new, improved technology for electric poweredbicycles that provides, among other things, steeper and more efficienthill climbing ability, longer range, and a smother ride than the priorart, plus downhill regenerative braking.

Prior art electric drives for bicycles can be divided into the followingfour basic types:

(1) Friction drive on the tire;

(2) Drives through the pedal shaft to the rear wheel;

(3) Direct drives to the rear wheel; and

(4) Wheel hub motors.

The cheapest and simplest type of electric drive for a bicycle is afriction drive on the front or rear tire. This method is so inefficientthat it is almost impractical. However this type will probably continueto be built and sold, because they can be easily installed on anexisting bicycle as a kit. U.S. Pat. No. 6,065,557 to von Keyserling,U.S. Pat. No. 5,316,101 to Gannon, and U.S. Pat. No. 3,961,678 to Hiranocontain examples of this type of drive.

State of the art drives through the pedal shaft to the rear wheel areusually heavy, bulky gearboxes with electric motors attached and a pedalshaft protruding on each side. The advantage of this type of drive isthat the rear wheel is driven through the normal pedal chain by thepedals and the motor, or by the pedals alone. Therefore, a normalmulti-speed bicycle rear drive can be used to improve hill climbingability and efficiency. There are a few versions that allow the motor todrive the rear wheel without turning the pedals, but they requireadditional mechanisms, which increase the cost.

A disadvantage of this type of drive is that the pedal shaft turns atabout one third of the speed of the rear wheel in high gear; therefore,the rotational speed of the motor must be reduced about three timesfurther when driving through the pedal shaft, than when driving thewheel directly. And then, as the power from the motor is transmitted onthrough the pedal shaft to the rear wheel it has to be sped up again, toabout three times the pedal shaft speed. Both the additional reductionand the subsequent up-speed add to the friction losses and cause asignificant loss in overall efficiency.

Electric bicycles must carry a large amount of battery weight to have aneffective range, and for safety and maneuverability it is very importantto keep that weight low and toward the center of the bicycle. Therefore,another disadvantage of driving through the pedal shaft is that thebulky transmission and motor combination around the pedal shaft causesthe battery to be relegated to a higher position, away from the centerof the bicycle. U.S. Pat. No. 6,230,586 to Chang, U.S. Pat. No.6,131,683 to Wada, and U.S. Pat. No. 6,015,021 to Sonobe each disclose adifferent configuration of a drive through the pedal shaft to the rearwheel.

Direct drives to the rear wheel take many different forms, but onedisadvantage common to all of them is that they require another drivechain and sprocket, or belt and pulley to the rear wheel, in addition tothe customary pedal chain and sprocket. Also, in order to pedal thebicycle efficiently when the motor is not in use, another ratchetingdevice (commonly called a “freewheel”) is required between the extrasprocket or pulley and the rear wheel hub. U.S. Pat. Nos. 6,011,366 toMurakami, 5,937,964 to Mayer, and 5,433,284 to Chou are examples ofdirect drive to the rear wheel.

Wheel hub motors look similar to the normal bicycle hub having flangeswith holes for spokes on each side and an axle through the center.However they are much larger in diameter, about six to ten inches, andmuch heavier, about ten to fifteen pounds. They are made for eitherfront or rear wheel application, but when applied to the front wheel ofa bicycle, they create a gyroscopic force that at high speed makes thebicycle hard to steer and dangerous in some conditions. When applied toeither end of the bicycle, wheel hub motors increase the polar moment ofinertia significantly in both the vertical and horizontal planes. It iswell known by those skilled in the art of designing vehicles that thisis a highly undesirable characteristic from a handling and safety pointof view. When applied to the front of a bicycle with front suspension,the large increase in un-sprung weight renders the suspensionpractically ineffective, and the same is true at the rear. U.S. Pat.Nos. 6,286,616 to Kutter, 6,093,985 to Chen, and 6,015,021 to Tanakateach different configurations of wheel hub motors.

At constant voltage, as the required torque increases, the speed and theefficiency of a direct current electric motor of the type used onelectric bicycles decreases. Therefore, a bicycle with a single gearratio electric drive is very inefficient when climbing a hill, becauseit must slow down to develop the required torque to overcome the hill.In moderately hilly terrain, this inefficiency can cut the range of thebicycle in half. The steeper the hill, the less efficient the motorbecomes. On a long hill, this wasted energy usually heats up the motorenough to open the thermal protection switch and turn off the powerbefore the bicycle reaches the top of the hill.

Common bicycle multi-speed drives, such as multi-speed hubs or rearderailleurs, drive the rear wheel through a freewheel device, so thatthe pedals do not turn while coasting. Therefore, any of the prior artbicycles that used this type of devices to increase the hill climbingability of the motor do not have the ability to recharge the batterythrough the electrical generation capability of the motor while coastingdownhill. In fact, there does not seem to be any evidence that there hasever been a bicycle with more than a single gear ratio electric drivethat had the ability to drive the motor while coasting downhill. Thisability is important to extending the range of the electric bicycle,because most electric motors have the ability to act as generators whenconnected to the correct circuitry.

Accordingly, the need exists for an electric powered bicycle thatincorporates the following important features:

(1) A simple, inexpensive multi-speed rear wheel drive that can bedriven efficiently by either the pedals or the motor independently orboth in unison, without losing the ability to drive the motor as agenerator for charging the batteries while pedaling or coastingdownhill.

(2) A shifting device that can be used to shift the multi-speed drive togreater speed reductions as the bicycle begins to climb steeper hills.(When the hub shifts to larger reductions, the torque required from themotor to climb the hill is reduced and the efficiency increases.)

(3) A motor/drive unit and large battery container that can be fitted toan existing bicycle design in a position that is low and close to thecenter of the bicycle.

BRIEF SUMMARY OF THE INVENTION

The simplest, most efficient way of accomplishing the intent of thisinvention is to use one of the newly developed, highly efficient,gear-less, brush-less, direct current, electric, rear hub motors, butnot installed in the wheel as the manufacturer intended. Instead, theaxle of the hub motor is mounted to brackets that are, in turn, mountedto the frame of the bicycle, just forward of the rear wheel. Because themotor is designed to turn at the speed of a bicycle wheel, a sprocket ofabout the same size as the sprocket on the multi-speed hub can befixedly mounted to the rotatable outer case of the motor, beside theconventional freewheel, and concentric to the motor axle. A conventionalbicycle chain can then be operatively connected around the two sprocketsto drive the rear wheel. The difference in the size of the two sprocketsmust be adjusted to obtain the desired top speed of the bicycle,depending on the highest gear ratio of the multi-speed hub chosen.

Another conventional bicycle chain is operatively connected around theconventional large sprocket on the pedal shaft and the sprocket on theconventional freewheel, screwed onto the outer case of the motor in theconventional location. This arrangement provides the rider with theability to drive the motor, and, in turn, the rear wheel by pedaling thebicycle. Since this type of motor offers almost no resistance torotation when the power is turned off, this bicycle can be pedaled withalmost the same ease as a non-electric bicycle with the same rear hub.Fitted with the appropriate circuitry, at the command of the rider, themotor can be pedaled forward to recharge the batteries. This adds onlyminimally to the effort of pedaling, and it is particularly convenientif the bicycle is on at least a slight downhill grade.

The first preferred embodiment of the invention additionally providesdownhill regenerative braking. The two drive chains described above arepreferably located on the right side of the bicycle, as conventional,which leaves the left side open for a forward drive from the rear wheelto the motor. This drive arrangement can be accomplished by fixedlyconnecting a sprocket to the left side of the outer case of the motor,like the one on the right side, screwing a freewheel onto the left sideof the rear hub, and connecting a chain around the two sprockets. Thus,when the power to the motor is turned off and the bicycle is coastingdownhill, the rear wheel drives the motor in the forward direction.Fitted with the correct circuitry and at the command of the rider, themotor, when driven at or above approximately half of its full speed, canrecharge the batteries and provide braking assistance.

As is well known by those skilled in the art, the drive functionperformed by the chain and sprocket arrangement can alternatively beperformed by other mechanisms, including gears, shafts, cables, beltsand pulleys, cog belts and pulleys, and gear belts and pulleys.

As is well known by those skilled in the art, the conventional freewheelallows free rotation of the chain and sprocket in one direction, andprovides a fixed connection to transfer driving force from the chain tothe rotating member (in this instance, the outer case of the motor),when the chain travels in the other direction. As is also well known bythose skilled in the art, the function performed by the conventionalfreewheel can alternatively be performed by a number of otherunidirectional rotating devices, such as a clutch bearing fitted with asprocket.

This first preferred embodiment also has, among others, the followingadvantages:

(1) Since the motor is brushless, and gearless, and turns at very lowspeed, about 260 RPM (the speed of the a 26″ bicycle wheel traveling at20 MPH), there is almost no friction loss when driving the motorforward, so most of the pedaling or braking energy is converted toelectrical power.

(2) The multi-speed rear hub can be operated to keep both the motor andpedaling speed up even when the bicycle is moving slowly, which providesthe necessary torque and efficiency when hill climbing.

(3) These electronically commutated motors are usually of the threephase synchronous type, which makes the circuitry for regenerativepedaling and braking simple, efficient, and inexpensive.

A second preferred embodiment of this invention is similar to the firstpreferred embodiment except that a jack-shaft is rotatably mounted, inplace of the motor, in the motor mounting brackets. Then a smaller,slightly higher speed, brush-less, gear-less motor of the type used inthe first preferred embodiment, or of the type that has a fixed case anda rotating shaft, is mounted beside the jack-shaft, preferably in thesame brackets. The jack-shaft can then be driven at about the same speedas the large motor it replaced, through a small reduction drive from thesmaller, higher speed motor. A freewheel is not needed between the motorand the jack-shaft because the small reduction drive (under four to oneratio) would not cause appreciable frictional loss and the regenerativepedaling and braking would still be quite effective. Pedaling can beaccomplished through a freewheel on the jack-shaft and a sprocket, fixedto the jack-shaft, would be operatively connected to the sprocket on therear hub through a bicycle chain, thereby allowing the bicycle to bedriven by the motor, through the jack-shaft, to the multi-speed rear hubwithout turning the pedals.

As is well known by those skilled in the art, a jack-shaft is anintermediate shaft which receives power through belts or gearing andtransmits it to other driven rotating members.

The second preferred embodiment with the jack-shaft can also be fittedwith the downhill regenerative braking. This would be accomplished byscrewing a freewheel onto the left side of the rear hub, fixedlyattaching a sprocket to the jack-shaft, and operatively connecting abicycle chain around the two sprockets.

A third preferred embodiment of this invention is the same as the firstpreferred embodiment except that the rear hub motor is of the type thatcontains a high-speed brush motor, a reduction gear assembly (with aratio of about ten to one or above), and a freewheeling device insidethe hub. The freewheeling device inside the hub allows freewheelcoasting and ease of pedaling when the motor is not running

A fourth preferred embodiment of this invention is the same as the thirdpreferred embodiment with the jack-shaft, except that the motor is ofthe small, high speed, either brush or brush-less type. Because of thelarge amount of reduction required between the motor and the jack-shaft,a freewheel is used in the reduction drive, preferably on thejack-shaft, for freewheel coasting and ease of pedaling when the motoris not running.

It can be seen from the description of the prior art and the abovesummary of the present invention, how this unique, new concept of asimple, multi-speed drive, which is rotated at a speed that creates theleast amount of friction loss for both the pedal power up-speed and themotor power reduction, overcomes the efficiency limitations of the priorart. For the first time, a practical, efficient regenerative chargingsystem for an electric bicycle can be accomplished due to this newtechnology. The present invention also has the advantage of being ableto be fitted into an existing bicycle design, just above the pedalshaft, where it does not prevent the battery module from being mountedlow (close to the ground) on the frame.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

The above and other aspects, features and advantages of the presentinvention will be more apparent from the following more particulardescription thereof, presented in conjunction with the followingdrawings wherein:

FIG. 1 is an illustration of a bicycle, exemplifying a first preferredembodiment of the present invention viewed from the right side.

FIG. 2 is a view of the drive train of FIG. 1 with the bracket thatholds the motor cut away so that the drive mechanism behind it isvisible.

FIG. 3 is a view of a drive train of a second preferred embodiment ofthe present invention, utilizing a derailleur mechanism on the rear hubinstead of a multi-speed hub with internal gears, like FIG. 1 and FIG.2.

FIG. 4 is a view of the drive train of either FIG. 1 or FIG. 2 as viewedfrom the left side of the bicycle, illustrating the regenerative brakingmechanism.

FIG. 5 is an illustration of the drive train of a third preferredembodiment of the present invention with a higher speed motor drivingthrough a jack-shaft to approximate the pedal speed.

FIG. 6 is a view of the drive train of FIG. 5 from the left side of thebicycle, also illustrating the regenerative braking mechanism.

FIG. 7 is an illustration of the drive train of a fourth preferredembodiment of the present invention with a smaller, higher speed motordriving through a jack-shaft for further speed reduction and toapproximate the pedal speed with the motor speed.

Corresponding reference characters indicate corresponding componentsthroughout the several views of the drawings.

DETAILED DESCRIPTION OF THE INVENTION

The following description is of the best mode presently contemplated forcarrying out the invention. This description is not to be taken in alimiting sense, but is made merely for the purpose of describing one ormore preferred embodiments of the invention. The scope of the inventionshould be determined with reference to the claims.

Referring to FIG. 1, an electric powered bicycle 10 of the presentinvention preferably includes a frame and fork assembly 12, a frontwheel assembly 16, a rear wheel assembly 14, a seat assembly 18, ahandle bar assembly 20, a front and rear brake assembly (not shown), apedal crank assembly 22, a multi-speed rear hub assembly 24, a pedalsprocket 26, a hub motor assembly 28, a hub motor axle 39, a drive chain30, a pedal chain 32, a motor support bracket 34, and a battery module36. The battery module 36 is mounted to the frame 12 in a way that makesit easy to remove in the forward direction and easy to replace in thereverse direction. The battery module 36 fits between sprocket 26 andthe left side of pedal crank assembly 22 at a position no lower (closerto the ground) than pedal 22 at its lowest position.

Motor 28 was designed as a bicycle hub motor and, therefore, the outercase turns while the axle 39 remains fixed. Bracket 34 is mounted toframe 12 and supports the flattened axle 39 of hub motor 28 in slots 38on both sides of bracket 34. Motor assembly 28 can be adjusted in slots38 and tightened into position by axle nuts (not shown) on hub motoraxle 39 to adjust the tension on chain 32.

FIG. 2 is a view of the drive train in FIG. 1 with the bracket 34 cutaway so that a pedal freewheel 40 and the motor sprocket 42 can be seen.Motor sprocket 42 is fixedly and concentrically mounted to the outercase of motor 28, and chain 30 is engaged to sprocket 42 and theconventional sprocket on the multi-speed hub 24, so that when the motorturns, it drives wheel 14. Freewheel 40 is mounted in its conventionalposition on the case of motor 28 and has the same function in thisapplication as it does when the motor 28 is used as a bicycle wheelmotor. When the motor 28 is operating, it does not turn the sprocket onthe freewheel 40 or the pedal sprocket 26, but when the pedals are alsooperating and the sprocket on the freewheel 40 is rotated as fast as themotor 28, the pedals can drive the motor, and consequently, the bicycle.

FIG. 3 is a view of a drive train of a second preferred embodiment ofthe present invention, utilizing a derailleur mechanism on the rear hubinstead of a multi-speed hub with internal gears, like FIG. 1 and FIG.2. The mechanism in FIG. 3 is the same as the mechanism in FIG. 1 andFIG. 2 except that chain 31 engages sprocket 42 on motor 28 and one ofthe sprockets on the freewheel, sprocket cluster 25, on the rear hub(not shown), depending on the position of the conventional bicyclederailleur 23. Thereby a multi-speed function similar to the hub in FIG.1 and FIG. 2 is provided.

Referring to FIG. 4, FIG. 4 is a view of the drive train in either FIG.3 or FIG. 1 and FIG. 2, but from the opposite (left) side of thebicycle, illustrating the drive train mechanism used to providedownhill, regenerative braking capability. Driven sprocket 44 is fixedlymounted to the case of motor 28 in the same manner as sprocket 42,except on the left side of the motor 28 instead of the right side, andchain 48 is operably engaged with sprocket 44 and the sprocket onfreewheel 46. Freewheel 46 is fixedly and concentrically mounted to theleft side of the rear hub of the bicycle in the direction that allowsthe motor 28 to run and turn the sprocket on the freewheel 46 withoutengaging the hub and turning the rear wheel 14. Therefore, when themotor is running or the bicycle is being pedaled, or both, the mechanismon the right side will be driving the rear wheel 14 through themulti-speed device, the most desirable method. However, when the bicycleis coasting (i.e., the motor is not driving the rear wheel) the rearwheel 14 is driving the motor 28, which, with enough speed and thecorrect electrical circuits engaged, can recharge the battery. The ratiobetween the numbers of teeth on the two sprockets, 44 and 46, must bedetermined by the ratio of the speed of the motor 28 to the speed of thehub 24 in its highest gear. When the motor is driving the multi-speeddevice, hub 24 or sprocket cluster 25, in its highest gear, the sprocketon freewheel 46 should drive sprocket 44, at preferably the same speedas the motor 28, or slightly slower; but not any faster, or the drivewill malfunction.

FIG. 5 is an illustration of the drive train of a third preferredembodiment of the present invention with a slightly higher speed motordriving through a belt and pulleys, chain and sprockets, gears, or thelike, to a jack-shaft 68 to provide a speed reduction drive mechanism toapproximate the pedal speed. In this embodiment of the present inventiona rotatable jack-shaft 68 takes the place of motor 28 in FIGS. 1 through4. Bearings 70 are rotatably mounted to each end of the jack-shaft 68,and the outer races of bearings 70 are fixedly mounted to each side ofmotor bracket 56, leaving space for multiple sprockets and a jackshaftfreewheel 40 a. In FIG. 5, bracket 56 is cut away so that the jackshaftfreewheel 40 a and sprockets 52, 58, and 60 can be seen.

Continuing with FIG. 5, a drive (or motor) sprocket 52 is fixedly andconcentrically mounted to the outer case of motor 50, and amotor-jackshaft chain 62 is operably engaged with the sprocket 52 and ajackshaft-motor sprocket 58, which is fixedly and concentrically mountedon shaft 68. A jackshaft-hub chain 64 is operably engaged with ajackshaft-hub sprocket 60 (which is fixedly and concentrically mountedon shaft 68) and a hub sprocket on the hub 24, so that when the motorturns, it drives wheel 14 through chains 62 and 64. A pedal-jackshaftchain 66 is operably engaged with a jackshaft-pedal sprocket 41 on ajackshaft freewheel 40 a and the pedal sprocket 26 on the pedal crank22. The freewheel 40 a is mounted on shaft 68 in the orientation so thatwhen the motor 50 is operating, it does not turn the jackshaft-pedalsprocket 41 on the freewheel 40 a nor the pedal sprocket 26. However,when the pedal crank 22 is also operating and freewheel 40 a is rotatingas fast as the jackshaft-motor sprocket 58, which is being driven by themotor 50, the pedal crank 22 can drive the shaft 68, and consequently,the motor 50 and the rear wheel of the bicycle.

FIG. 6 is a view of the drive train of FIG. 5 from the left side of thebicycle, similar to FIG. 4, illustrating the drive train mechanism usedto provide downhill, regenerative braking capability for thisembodiment. The mechanism illustrated here is the same as in FIG. 4,except that sprocket 72 (which has the same function as sprocket 44) isconcentrically and fixedly mounted to shaft 68 instead of the housing ofmotor 28. Since the motor 50 is directly connected to the shaft 68through chain 62 and sprockets 52 and 58, this drive train functions thesame as the drive train in FIG. 4 and provides the same downhill,regenerative braking capability under the same conditions.

FIG. 7 is an illustration of the drive train of a fourth preferredembodiment of the present invention with a smaller, much higher speedmotor driving through a belt and pulleys, chain and pulleys, gears, orthe like, to a jack-shaft to provide a speed reduction drive mechanismfor two purposes: one, for further speed reduction before driving therear wheel; and two, like the mechanism in FIG. 5, to approximate thepedal speed with the motor speed. The mechanism illustrated here is thesame as in FIG. 5, except that pedaling the bicycle forward does notturn the motor 80. The large freewheel sprocket 88, which replacessprocket 58 in FIG. 5, is mounted on jack-shaft 68 in the orientationthat allows shaft 68 to turn from pedaling without turning the sprocketon the freewheel 88, but does not allow the motor 80 to turn sprocket 88without turning the shaft 68. This arrangement thereby allows the motor80 to drive the rear wheel, but not allowing the pedals to turn themotor 80. There is so much friction in the large speed reduction driverequired (about twenty to one) when using a small, high-speed motor inan electric bicycle, that the bicycle would not pedal freely if themotor had to be turned. Therefore, this embodiment does not providedownhill regenerative pedaling or braking, but the cost of a small, highspeed motor is much less than the motor in FIG. 2.

The present invention encompasses an apparatus and method for a pedaland electric powered vehicle, including a pedal crank and sprocket, anelectric motor, a sprocket and a freewheel mounted to the drive portionof the motor, a chain connecting the motor sprocket to a sprocket on thewheel, and a chain connecting the freewheel to the pedal sprocket, sothat either the motor or the pedals, independently or in unison, candrive the vehicle.

The present invention also encompasses an apparatus and method for apedal and electric powered vehicle having another freewheel mounted toeither the wheel hub or the drive portion of the motor, another sprocketmounted to the other of the wheel hub or the drive portion of the motor,and another chain connecting the sprocket to the freewheel so that thewheel can drive the motor for regenerative braking.

While the present invention has been illustrated by a description of thepreferred embodiments and while these embodiments have been described inconsiderable detail in order to describe the best mode of practicing theinvention, it is not the intention of the applicant to restrict or inany way limit the scope of the appended claims to such detail. Forexample, if mounted in the correct orientations, freewheel 46 andsprocket 44 in FIG. 4 could be interchanged and still provide the samedownhill, regenerative braking capability. Also, the motor housing andbattery box could be formed as part of the structural members of aspecially designed bicycle frame, with the present invention in mind.Additional advantages and modifications within the spirit and scope ofthe invention will readily appear to those skilled in the art. Theinvention itself should only be defined by the appended claims.

While the invention herein disclosed has been described by means ofspecific embodiments and applications thereof, numerous modificationsand variations could be made thereto by those skilled in the art withoutdeparting from the scope of the invention set forth in the claims.

1. An electric drive vehicle comprising: a frame; a jackshaft rotatablymounted to said frame; a pedal crank assembly rotatably mounted in saidframe; one of a pedal sprocket and a pedal pulley fixed to said pedalcrank assembly; one of a jackshaft-pedal sprocket and a jackshaft-pedalpulley connected to said jackshaft; one of a pedal-jackshaft chain and apedal-jackshaft belt engaged to said one of the pedal sprocket and thepedal pulley and said one of the jackshaft-pedal sprocket and thejackshaft-pedal pulley respectively for transferring rotational motionfrom said one of the pedal sprocket and the pedal pulley to said one ofthe jackshaft-pedal sprocket and the jackshaft-pedal pulleyrespectively; a jackshaft-pedal freewheel rotatably coupling said one ofthe jackshaft-pedal sprocket and the jackshaft-pedal pulley and saidjackshaft and locking to couple rotation of said one of thejackshaft-pedal sprocket and the jackshaft-pedal pulley to saidjackshaft, and unlocking to de-couple rotation of said jackshaft to saidone of said jackshaft-pedal sprocket and said jackshaft-pedal pulley,thereby allowing said pedal crank assembly to turn said jackshaft butnot allowing said jackshaft to turn said pedal crank assembly in aforward direction through said one of the pedal-jackshaft chain and thepedal-jackshaft belt respectively, the forward direction correspondingto forward motion of the vehicle; an electric motor, having a rotatableassembly and a fixed assembly, said fixed assembly attached to saidframe; one of a motor sprocket and a motor pulley connected to saidrotatable assembly of said motor; one of a jackshaft-motor sprocket anda jackshaft-motor pulley connected to said jackshaft; one of amotor-jackshaft chain and a motor-jackshaft belt engaged to said one ofthe motor sprocket and the motor pulley and said one of thejackshaft-motor sprocket and the jackshaft-motor pulley respectively fortransferring rotational motion from said rotatable assembly of saidelectric motor to said jackshaft; a driven wheel, having one of at leastone wheel sprocket and at least one wheel pulley, said driven wheelrotatably mounted to said frame; one of a jackshaft-wheel sprocket and ajackshaft-wheel pulley fixed to said jackshaft wherein said one of saidjackshaft-wheel sprocket and said jackshaft-wheel pulley rotates with asame angular velocity at all times as said jackshaft during alloperation of said electric drive vehicle; and one of a jackshaft-wheelchain and a jackshaft-wheel belt engaged to said one of thejackshaft-wheel sprocket and the jackshaft-wheel pulley respectively andsaid one of the at least one wheel sprocket and the at least one wheelpulley respectively for transferring rotational motion from saidjackshaft to said one of the at least one wheel sprocket and the atleast one wheel pulley respectively.
 2. The electric drive vehicle ofclaim 1, wherein said one of the motor sprocket and the motor pulleyrotates with a same angular velocity at all times as said rotatableassembly of said motor during all operation of said electric drivevehicle.
 3. The electric drive vehicle of claim 2, further including ajackshaft-motor freewheel rotatably coupling said one of thejackshaft-motor sprocket and the jackshaft-motor pulley and saidjackshaft, and locking to couple rotation of said one of thejackshaft-motor sprocket and the jackshaft-motor pulley to saidjackshaft, and unlocking to de-couple rotation of said jackshaft to saidone of the jackshaft-motor sprocket and the jackshaft-motor pulley,thereby allowing said motor to turn said jackshaft but not allowing saidjackshaft to turn said motor in the forward direction through said oneof the motor-jackshaft chain and the motor-jackshaft belt respectively.4. The electric drive vehicle of claim 2, wherein said one of saidjackshaft-motor sprocket and said jackshaft-motor pulley rotates with asame angular velocity at all times as said jackshaft during alloperation of said electric drive vehicle.
 5. The electric drive vehicleof claim 1, wherein: said one of the jackshaft-wheel sprocket and thejackshaft-wheel pulley comprises a first jackshaft-wheel sprocketfixedly mounted to said jackshaft; said one of the at least one wheelsprocket and the at least one wheel pulley comprises at least one firstwheel sprocket connected to said driven wheel; and said one of thejackshaft-wheel chain and the jackshaft-wheel belt comprises thejackshaft-wheel chain.
 6. The electric drive vehicle of claim 5,wherein: the electric drive vehicle further comprising: a secondjackshaft-wheel sprocket fixedly mounted to said jackshaft; a secondwheel sprocket connected to said driven wheel; a wheel-jackshaft chainengaged to said second wheel sprocket and said second jackshaft-wheelsprocket for transferring rotational motion from said second wheelsprocket to said second jackshaft-wheel sprocket; a first wheelfreewheel rotatably coupling all of said at least one first wheelsprocket and said driven wheel and locking to couple rotation of all ofsaid at least one first wheel sprocket to said driven wheel andunlocking to de-couple rotation of said driven wheel to all of said atleast one first wheel sprocket, thereby allowing all of said at leastone first wheel sprocket to turn said driven wheel but not allowing saiddriven wheel to turn any of said at least one first wheel sprocket inthe forward direction; a second wheel freewheel rotatably coupling saiddriven wheel and said second wheel sprocket and locking to couplerotation of said driven wheel to said second wheel sprocket andunlocking to de-couple rotation of said second wheel sprocket to saiddriven wheel, thereby allowing said driven wheel to turn said secondwheel sprocket but not allowing said second wheel sprocket to turn saiddriven wheel in the forward direction, whereby said driven wheel candrive said jackshaft and said motor for regenerative braking.
 7. Theelectric drive vehicle of claim 6, wherein the number of teeth on saidsecond jackshaft-wheel sprocket and said second wheel sprocket areselected so that the ratio of the number of teeth on a smallest one ofsaid at least one first wheel sprocket divided by said firstjackshaft-wheel sprocket is at least as great as the ratio of saidsecond wheel sprocket divided by said second jackshaft-wheel sprocket.8. The electric drive vehicle of claim 1, wherein: said one of the pedalsprocket and the pedal pulley comprises the pedal sprocket; said one ofthe jackshaft-pedal sprocket and the jackshaft-pedal pulley comprisesthe jackshaft-pedal sprocket; and said one of the motor-jackshaft chainand the motor-jackshaft belt comprises the motor-jackshaft chain.
 9. Theelectric drive vehicle of claim 1, wherein: said one of the motorsprocket and the motor pulley comprises the motor sprocket; said one ofthe jackshaft-motor sprocket and the jackshaft-motor pulley comprisesthe jackshaft-motor sprocket; and said one of the motor-jackshaft chainand the motor-jackshaft belt comprises the motor-jackshaft chain. 10.The electric drive vehicle of claim 1, wherein said vehicle includes asingle front wheel and wherein said driven wheel is driven by one of amulti-speed drive and a variable speed drive.
 11. The electric drivebicycle of claim 10, wherein said multi-speed drive includes internalgears which can be shifted while riding said vehicle.
 12. The electricdrive vehicle of claim 1, wherein; said one of the jackshaft-wheelsprocket and the jackshaft-wheel pulley comprises a jackshaft-wheelsprocket fixedly mounted to said jackshaft; said one of thejackshaft-wheel chain and the jackshaft-wheel belt comprises thejackshaft-wheel chain; said vehicle includes a derailleur; said one ofthe at least one wheel sprocket and the at least one wheel pulleycomprises a sprocket cluster having at least two sprockets and residingon a freewheel; and said derailleur is positionable to shift saidjackshaft-wheel chain to engage any one of at least two sprockets ofsaid sprocket cluster while riding said vehicle.
 13. The electric drivevehicle of claim 1, wherein said electric motor is a brush-less, directcurrent, slow speed, gear-less, bicycle wheel hub motor.
 14. Theelectric drive vehicle of claim 13, wherein: said fixed assembly is ashaft of said bicycle wheel hub motor; and said rotatable assembly is acase of said bicycle wheel hub motor.
 15. The electric drive vehicle ofclaim 14, wherein said one of the motor sprocket and the motor pulley isfixed to said case.
 16. An electric drive vehicle comprising: a frame; ajackshaft rotatably mounted to said frame; a pedal crank assemblyrotatably mounted to said frame; one of a pedal sprocket and a pedalpulley fixed to said pedal crank assembly; one of a jackshaft-pedalsprocket and a jackshaft-pedal pulley connected to said jackshaft; oneof a pedal-jackshaft chain and a pedal-jackshaft belt engaged to saidone of the pedal sprocket and the pedal pulley and said one of thejackshaft-pedal sprocket and the jackshaft-pedal pulley respectively fortransferring rotational motion from said one of the pedal sprocket andthe pedal pulley to said one of the jackshaft-pedal sprocket and thejackshaft-pedal pulley respectively; a jackshaft-pedal freewheelrotatably coupling said one of the jackshaft-pedal sprocket and thejackshaft-pedal pulley and said jackshaft, and locking to couplerotation of said one of the jackshaft-pedal sprocket and thejackshaft-pedal pulley to said jackshaft, and unlocking to de-couplerotation of said jackshaft to said one of the jackshaft-pedal sprocketand the jackshaft-pedal pulley, thereby allowing said pedal crankassembly to turn said jackshaft but not allowing said jackshaft to turnsaid pedal crank assembly in a forward direction through said one of thepedal-jackshaft chain and the pedal-jackshaft belt respectively, theforward direction corresponding to forward motion of the vehicle; anelectric motor, having a rotatable assembly and a fixed assembly, saidfixed assembly attached to said frame; one of a motor sprocket and amotor pulley rotationally fixed to said rotatable assembly of saidmotor, wherein said one of the motor sprocket and the motor pulleyrotates with a same angular velocity at all times as said rotatableassembly during all operation of said electric drive vehicle; one of ajackshaft-motor sprocket and a jackshaft-motor pulley fixed to saidjackshaft wherein said one of said jackshaft-motor sprocket and saidjackshaft-motor pulley rotates with a same angular velocity at all timesas said jackshaft during all operation of said electric drive vehicle;one of a motor-jackshaft chain and a motor-jackshaft belt engaged tosaid one of said motor sprocket and said motor pulley and said one ofsaid jackshaft-motor sprocket and said jackshaft-motor pulleyrespectively for transferring rotational motion from said rotatableassembly to said jackshaft and from said jackshaft to said rotatableassembly; a driven wheel, having one of at least one wheel sprocket andat least one wheel pulley, said driven wheel rotatably mounted to saidframe; one of a jackshaft-wheel sprocket and a jackshaft-wheel pulleyfixed to said jackshaft wherein said one of the jackshaft-wheel sprocketand the jackshaft-wheel pulley rotates with a same angular velocity atall times as said jackshaft during all operation of said electric drivevehicle; and one of a jackshaft-wheel chain and a jackshaft-wheel beltengaged to said one of the jackshaft-wheel sprocket and thejackshaft-wheel pulley respectively and said one of the at least onewheel sprocket and the at least one wheel pulley respectively fortransferring rotational motion from said jackshaft to said one of the atleast one wheel sprocket and the at least one wheel pulley respectively.17. The electric drive vehicle of claim 16, wherein: said one of the atleast one wheel sprocket and the at least one wheel pulley comprises theat least one wheel sprocket; said one of the jackshaft-wheel chain andthe jackshaft-wheel belt comprises the jackshaft-wheel chain; said oneof the jackshaft-motor sprocket and the jackshaft-motor pulley comprisesthe jackshaft-motor sprocket; and said jackshaft-wheel sprocket isattached directly to said jackshaft.
 18. An electric drive vehiclecomprising: a frame; a jackshaft rotatably mounted to said frame; apedal crank assembly rotatably mounted to said frame; a pedal sprocketfixed to said pedal crank assembly; a jackshaft-pedal sprocket connectedto said jackshaft; a pedal-jackshaft chain engaged to said pedalsprocket and said jackshaft-pedal sprocket respectively for transferringrotational motion from said pedal sprocket to said jackshaft-pedalsprocket; a jackshaft-pedal freewheel rotatably coupling saidjackshaft-pedal sprocket and said jackshaft, and locking to couplerotation of said jackshaft-pedal sprocket to said jackshaft, andunlocking to de-couple rotation of said jackshaft to saidjackshaft-pedal sprocket, thereby allowing said pedal crank assembly toturn said jackshaft but not allowing said jackshaft to turn said pedalcrank assembly in a forward direction through said pedal-jackshaftchain, the forward direction corresponding to forward motion of thevehicle; an electric motor, having a rotatable assembly and a fixedassembly, said fixed assembly attached to said frame; a motor sprocketrotationally fixed to said rotatable assembly of said motor, whereinsaid motor sprocket rotates with a same angular velocity at all times assaid rotatable assembly during all operation of said electric drivevehicle; a jackshaft-motor sprocket connected to said jackshaft; amotor-jackshaft chain engaged to said motor sprocket and saidjackshaft-motor sprocket for transferring rotational motion from saidrotatable assembly to said jackshaft; a jackshaft-motor freewheelrotatably coupling said jackshaft-motor sprocket and said jackshaft, andlocking to couple rotation of said jackshaft-motor sprocket to saidjackshaft, and unlocking to de-couple rotation of said jackshaft to saidjackshaft-motor sprocket, thereby allowing said motor to turn saidjackshaft but not allowing said jackshaft to turn said motor in aforward direction through said motor-jackshaft chain; a driven wheel,having a wheel hub with at least one hub sprocket, said driven wheelrotatably mounted to said frame; a jackshaft-hub sprocket fixedlyattached directly to said jackshaft wherein said jackshaft-hub sprocketrotates with a same angular velocity at all times as said jackshaftduring all operation of said electric drive vehicle; and a jackshaft-hubchain engaged to said jackshaft-hub sprocket and said at least one hubsprocket for transferring rotational motion from said jackshaft to saidat least one hub sprocket.